Cargo management system for a vehicle and including a pair of opposing cargo trim panels, each of which is made by a composite, compression molding process and has a wood grain finish

ABSTRACT

A cargo management system including a vehicle load floor and a pair of opposing cargo trim panels supported above the load floor at opposite sides of the load floor within the interior of the vehicle is provided. The load floor has a wood grain finish. The load floor includes a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers and having a large number of cavities. The outer layers are bonded to the core by press molding. The trim panels are compression-molded, composite cargo trim panels supported above the vehicle load floor at opposite sides of the load floor. Each panel includes a base layer and a coverstock sheet bonded to the base layer by press molding. Each coverstock sheet provides its respective trim panel with a wood grain finish.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. application Ser. No. 14/087,591 filed Nov. 22, 2013. That application is a continuation-in-part of U.S. application Ser. No. 13/523,209 filed Jun. 14, 2012 (now U.S. Pat. No. 8,622,456), which, in turn, is a continuation-in-part of U.S. application Ser. No. 13/453,201 filed Apr. 23, 2012 (now U.S. Pat. No. 8,690,233). This application is also related to U.S. applications entitled “Cargo Management System Including a Vehicle Load Floor Having a Cellulose-Based Core and Made By a Composite, Compression Molding Process and Having a Wood Grain Finish” and “Cargo Management System Including an Automotive Vehicle Seat Having a Cargo Trim Panel Made By a Composite, Compression Molding Process and Having a Wood Grain Finish” both filed on the same day as this application.

TECHNICAL FIELD

This invention relates generally to cargo management systems for automotive vehicles having trim panels such as cargo trim panels.

Overview

Some plastic automotive parts are covered with wood trim after they are molded. Sometimes such plastic parts are composite plastic parts wherein an outer layer of the part is in-molded with a structural substrate of the part.

One practice in the automotive industry is utilization of all-plastic, fabricated parts, such as, but not limited to, instrument panels, interior trims, and door panels. It is known in other automotive parts areas that different, aesthetically pleasing outer surfaces enhance the overall appearance of the interior of automotive vehicles. Use of decorative appliques having wood grain finishes is often sought after.

Wood grain finishes are typically in the form of either simulated wood grain or genuine wood grain. The simulated wood grain finish may be achieved in one of several known manners: 1) backing a pre-printed film by a thin layer of a thermoplastic, such as polycarbonate; ABS (acrylonitrile/butadiene/styrene), or aluminum, followed by vacuum-forming to obtain the desired shape of the trim; 2) applying a lithograph on an aluminum sheet; and 3) dipping a substrate into a container of ink defining the wood grain appearance. Simulated wood grain finishes, however, are generally not as attractive as genuine wood grain finishes.

Genuine wood grain finishes may also be obtained in one of several known manners: 1) staining, sealing and protecting preformed laminates of wood having varying thicknesses which are then attached to a substrate via stapling, gluing, or any other similar attachment manner; 2) laminating an aluminum sheet with the genuine wood which is then welded or screwed onto a plastic part; and 3) adhesively bonding a thin laminate of wood to a pre-processed plastic substrate which is then stained and covered with a protective top-coat. Although the appearance of genuine wood is more attractive than simulated wood, the use of genuine wood is more expensive than that of simulated wood.

U.S. Pat. No. 5,423,933 discloses a method of producing a plastic-wood composite having the appearance of coated genuine wood. U.S. Pat. No. 5,744,210 discloses a natural wood-covered plastic part for an automotive vehicle and a method of making the part. U.S. Pat. No. 5,750,160 discloses a method of making plastic products such as door panels using nickel shell door molds having an authentic, textured mold surface reproduction of original wood.

The following U.S. patent documents relate to cargo management systems and trim panels for automotive vehicles: U.S. Pat. Nos. 6,752,443; 6,800,325; 6,843,525; 6,905,155; 6,926,348; 6,945,594; 7,059,646; 7,090,274; 7,121,601; 7,188,881; 7,207,616; 7,222,915; 7,419,713; 7,628,440; 7,909,379; 8,298,675; 8,475,884; 2004/0078929; 2006/0008609; 2006/0255611; 2007/0065264; 2007/0256379; 2008/0185866; 2009/0108639; 2010/0206467; 2011/0260359; 2011/0315310; 2012/0247654; 2012/0315429; 2013/0031752; 2013/0075955; and 2013/0137798.

The following recent U.S. published applications are also related to the present application: 2013/0278002; 2013/0278003; 2013/0278007; 2013/0278008; 2013/0278009; 2013/0278015; 2013/0278018; 2013/0278019; 2013/0278020; 2013/0280459; 2013/0280472; and 2013/0280473.

Compression molding is a method of molding in which the molding material, generally preheated, is first placed in an open, heated mold cavity. The mold is closed with a top force or plug member, pressure is applied to force the material into contact with all mold areas, while heat and pressure are maintained until the molding material has cured. The process may employ thermosetting resins in a partially cured stage, either in the form of granules, putty-like masses, or preforms. Compression molding is a high-volume, high-pressure method suitable for molding complex, high-strength fiberglass reinforcements. Advanced composite thermoplastics can also be compression molded with unidirectional tapes, woven fabrics, randomly oriented fiber mat or chopped strand. The advantage of compression molding is its ability to mold large, fairly intricate parts. Also, it is one of the lowest cost molding methods compared with other methods such as transfer molding and injection molding; moreover it wastes relatively little material, giving it an advantage when working with expensive compounds.

SUMMARY OF EXAMPLE EMBODIMENTS

An object of at least one embodiment of the present invention is to provide a cargo management system including a vehicle load floor and a pair of opposing cargo trim panels, each of which is press molded and each of which has a wood grain finish.

In carrying out the above object and other objects of at least one embodiment of the present invention, a cargo management system including a vehicle load floor and a pair of opposing cargo trim panels supported above the load floor at opposite sides of the load floor within the interior of the vehicle is provided. The system includes a vehicle load floor to compartmentalize a cargo area into an upper compartment and a covered lower compartment. The load floor has a wood grain finish. The load floor includes a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers and having a large number of cavities. The outer layers are bonded to the core by press molding. A pair of compression-molded, composite cargo trim panels is supported above the vehicle load floor at opposite sides of the load floor within the interior of the vehicle to at least partially define the upper compartment of the cargo area. Each panel includes a base layer and a coverstock sheet bonded to the base layer by press molding. Each coverstock sheet provides its respective trim panel with a wood grain finish in the upper compartment of the cargo area.

Each coverstock sheet may include a natural wood layer.

The wood grain finish of each coverstock sheet may be simulated.

Each coverstock sheet may have a textured, real-wood surface appearance.

Each coverstock sheet may include a synthetic resin layer.

Each coverstock sheet may include a simulated real-wood layer.

The base layer may be a fiber-reinforced polymeric material.

The material may be sheet molding compound (SMC).

Each of the cargo trim panels may include a curved portion adjacent a lateral edge portion of the load floor. At least one of the trim panels may include a handle so that the at least one trim panel is movable between open and closed positions.

Further in carrying out the above object and other objects of at least one embodiment of the present invention, a cargo management system including a vehicle load floor and pairs of opposing cargo trim panels supported above the load floor at opposite sides of the load floor within the interior of the vehicle is provided. The system includes a vehicle load floor to compartmentalize a cargo area into an upper compartment and a covered lower compartment. The load floor has a wood grain finish. The load floor has a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers, and having a large number of cavities. The outer layers are bonded to the core by press molding. First and second pairs of compression-molded, composite cargo trim panels are supported above the vehicle load floor at opposite sides of the load floor within the interior of the vehicle to at least partially define the upper compartment of the cargo area. Each panel includes a base layer and a coverstock sheet bonded to the base layer by press molding. Each coverstock sheet provides its respective trim panel with a wood grain finish in the upper compartment of the cargo area.

Each coverstock sheet may include a natural wood layer.

The wood grain finish of each coverstock sheet may be simulated.

Each coverstock sheet may have a textured, real-wood surface appearance.

Each coverstock sheet may include a synthetic resin layer.

Each coverstock sheet may include a simulated real-wood layer.

The base layer may be a fiber-reinforced polymeric material. The material may be sheet molding compound (SMC).

Each of the cargo trim panels may include a curved portion adjacent a lateral edge portion of the load floor.

At least one of the trim panels may include a handle so that the at least one trim panel is movable between open and closed positions.

Still further in carrying out the above object and other objects of at least one embodiment of the present invention, a cargo management system including a vehicle load floor and a pair of opposing cargo trim panel supported above the load floor at opposite sides of the load floor within the interior of the vehicle is provided. The system includes a vehicle load floor to compartmentalize a cargo area into an upper compartment and a covered lower compartment. The load floor has a wood grain finish. The load floor includes a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers and having a large number of cavities. The outer layers are bonded to the core by press molding. A pair of compression-molded, composite cargo trim panels is supported above the vehicle load floor at opposite sides of the load floor within the interior of the vehicle to at least partially define the upper compartment of the cargo area. Each panel includes a base layer and a coverstock sheet bonded to the base layer by press molding. Each coverstock sheet provides its respective trim panel with a wood grain finish in the upper compartment of the cargo area. A cargo trim panel is secured to a backrest of a seat of the vehicle. The trim panel secured to the backrest has a wood grain finish.

Other technical advantages will be readily apparent to one skilled in the art from the following figures, descriptions and claims. Moreover, while specific advantages have been enumerated, various embodiments may include all, some or none of the enumerated advantages.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a rear perspective view of a cargo management system including a load floor having a wood grain finish and positioned in the cargo area of an automotive vehicle and constructed in accordance with at least one embodiment of the present invention;

FIG. 2 is a rear perspective view of an automotive vehicle seat including a backrest with a cargo trim panel that has a wood grain finish;

FIG. 3 is a view, partially broken away and in cross section, taken along lines 3-3 of FIG. 1 of a compression-molded composite panel and a sheet having multiple layers separated for illustrative purposes;

FIG. 4 is a view, partially broken away and in cross section, taken along lines 4-4 of FIG. 1 of a cargo trim panel with its multiple layers separated for illustrative purposes;

FIG. 5 is a view, partially broken way and in cross section, taken along lines 5-5 of FIG. 2 with the multiple layers of the trim panel separated;

FIG. 6 is a view, similar to the view of FIG. 5, taken along lines 6-6 of FIG. 2 with the multiple layers of a trim panel of a second embodiment separated;

FIGS. 7-9 are views, partially broken away and in cross section, showing different steps in compression molding a stack of different layers of materials to form the article or end product of at least one embodiment of the present invention;

FIG. 10 is a side sectional view showing a stack of separate sheets or layers of thermoplastic-based and cellulose-based material prior to being compression molded into a composite panel having a sandwich structure;

FIG. 11 is a top perspective view, partially broken away and a cross section, of the composite panel of FIG. 10;

FIG. 12 is a view similar to the view of FIG. 11 but providing a bottom perspective view;

FIG. 13 is a top plan view, partially broken away, of a reinforced thermoplastic skin having substantially parallel, visible fibers; and

FIG. 14 is a view similar to the view of FIG. 13 but with substantially randomly oriented fibers.

DETAILED DESCRIPTION

As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

Referring now to FIG. 1, there is illustrated a cargo management system, generally indicated at 12, located in the interior of a vehicle, generally indicated at 10, to manage cargo placed therein. Such management includes organizing, securing and restraining the cargo. The system 12 includes a vehicle load floor, generally indicated at 14, to compartmentalize a cargo area at the rear of the vehicle 10, into an upper compartment and a covered lowered compartment in which there are typically stored spare tires and/or tools. The load floor 14 has a wood grain finish 16 which is aesthetically pleasing.

A part of the load floor 14 includes a hinged cover, generally indicated at 34, which has a handle 15 to allow a user to hingedly move the cover 34 between open and closed positions as described in many of the above-mentioned, recently published U.S. patent applications. For example, a living hinge may be provided between the cover 34 and the rest of the load floor 14 to allow a user to open the cover 34 and access the lower compartment of the cargo area.

Referring now to FIG. 3, the load floor 14 includes a compression-molded, composite panel, generally indicated at 18. The panel 18 includes first and second outer skins or layers, 20 and 22 respectively, and a core 24 positioned between the outer layers 20 and 22. The core 24 has a large number of cavities 26. The outer layers 20 and 22 are bonded to the core 24 by press or compression molding.

Each of the skins 20 and 22 may be fiber reinforced. The thermoplastic of the skins 20 and 22 and the core 24 may be polypropylene. At least one of the skins 20 and 22 may be woven skin, such as a polypropylene skin. Each of the skins 20 and 22 may be reinforced with fibers, e.g., glass fibers, carbon fibers or natural fibers. At least one of the skins 20 and 22 may advantageously be made up of woven glass fiber fabric and of a thermoplastics material.

The cellular core 24 may be a honeycomb core. In this example, the cellular core 24 has an open-celled structure of the type made up of tubes or a honeycomb, and it is made mainly of polyolefin and preferably of polypropylene. It is also possible to use a cellular structure having closed cells of the foam type.

The hinged cover 34, as well as the rest of the load floor 14, is typically manufactured by providing a stack of material located or positioned within a compression mold. The stack typically includes the first and second reinforced thermoplastic skins or outer layers 20 and 22, respectively, and the thermoplastic cellular core 24 disposed between and bonded to the skins 20 and 22 by press molding. The skins 20 and 22 are heated typically outside of the mold to a softening temperature. The mold is preferably a low-pressure, compression mold having upper and lower mold halves which perform a thermo-compression process on the stack of materials together with a multi-layer coverstock sheet, generally indicated at 30. In the molding process, the sheet 30 is bonded to the top surface 28 of the outer layer 20. The sheet 30 has a substantially planar upper support surface 32 to support cargo in the upper compartment of the cargo area. A pattern layer 38 of the sheet 30 provides the load floor 14 with the wood grain finish 16 shown in FIG. 1.

As shown in FIG. 3, the multi-layer sheet 30 typically includes a wear layer 36 having the upper surface 32, the pattern layer 38, a substrate layer 40 and a binder layer 42 to bind or bond the sheet 30 to the top surface 28 of the panel 18 in a press or compression molding operation performed in the mold 84.

The multi-layer sheet 30 may be similar to an engineered wood floor. An engineered wood floor oftentimes includes two or more layers of wood. The pattern layer 38 typically is the wood that is visible to provide the wood grain finish. A veneer sheet uses a thin layer of wood.

Alternatively, instead of an engineered wood sheet, a laminate or vinyl (i.e. vinyl chloride) sheet may be used. A laminate sheet uses an image of wood at the surface of the pattern layer 38. A vinyl sheet is plastic formed as look like wood. A laminate sheet is a multi-layer synthetic sheet formed together in a lamination process. A laminate sheet simulates wood with an applique layer as the pattern layer 38 under a clear protective layer such as the wear layer 36. An inner core layer serves as the substrate layer 40. The inner core layer may be composed of melamine resin and fiber board materials.

An advantage of an engineered wood, laminate or vinyl sheet utilized as the coverstock sheet 30 is that periodic maintenance is minimized. An all-wood coverstock sheet finished in varnish requires periodic recoating. Also, bolts and screws require periodic tightening as wood expands and contracts through the seasons of the year.

Also, other advantages of engineered wood laminate or vinyl sheets are lower cost and a more durable surface provided by the wear layer 36. Also, engineered wood laminate or vinyl sheets accommodate design variations not always possible with solid wood sheets. Finally, engineered wood, vinyl and laminate sheets can be formed with a compression-molded composite panel, such as the panel 18, in a single compression or press molding operation as shown in FIGS. 7-9.

Referring again to FIG. 1, the system 12 may include a plurality of spaced, parallel runners or rails 44 fixedly secured to and extending above the top surface 32 of the sheet 30 to protect the wear layer 36. The rails 44 may be made of chrome inlaid with synthetic rubber to hinder undesired movement of cargo in the upper cargo compartment.

The load floor 14 may also have hooks 45 or tie-down loops fixedly secured to and extending above the top surface of the load floor 14.

In one example method of making the load floor 14, a stack of material may be pressed in the low pressure, cold-forming mold after the stack or layers of material are placed in the mold. The stack is made up of the first skin 20, the cellular core 24, the second skin 22 and the covering or sheet 30, and is pressed at a pressure lying in the range of 10×10⁵ Pa. to 30×10⁵ Pa. The first and second skins 20 and 24 (as well as some of the other layers such as the binder layer 42) are preferably pre-heated to make them malleable and stretchable. Advantageously, in order to soften the first and second skins 20 and 24, respectively, heat is applied to a pre-assembly constituted by the stack made up of at least the first skin 20, the cellular core 24, and the second skin 22 so that, while the panel 18 is being formed in the mold, the first and second skins 20 and 24 have a forming temperature lying approximately in the range of 160° C. to 200° C., and, in this example, about 180° C. Finally, after curing and cooling, the mold halves are separated to remove the part.

Referring again to FIG. 1 and to FIG. 2, the cargo management system 12 may include one or more automotive vehicle seats, generally indicated at 46, each having a backrest 48 which separates the vehicle interior into a passenger area at the front of the vehicle 10 and a cargo area at the rear of the vehicle 10. The system 12 includes a driver's seat and a plurality of passenger seats. At least one of the passenger seats 46 is manually reconfigurable via handles 47 between an upright seating position as shown in FIG. 2 to fold-down, storage position as shown in FIG. 1 to reconfigure the vehicle interior. A cargo trim panel, generally indicated at 50 and 50′ in FIG. 2, of two passenger seats 46 forms at least a part of the load floor 14 in the storage positions of the passenger seats 46 as shown in FIG. 1.

Each cargo trim panel 50 or 50′ comprises a compression-molded, composite cargo trim panel secured to the backrest 48 and facing the upper compartment of the cargo area above the load floor 14 in an upright sitting position of the backrest 48. As shown in FIGS. 5 and 6, the panel 50 or 50′ including a base layer 52 or 52′ and a coverstock sheet comprising layers 53 or 53′ and 54 or 54′ bonded to the base layer 52 or 52′ by press or compression molding. The coverstock sheet provides the trim panel 50 or 50′ with a wood grain finish 51 in the upper compartment of the cargo area as shown in FIGS. 1 and 2.

The layer 54′ may be a synthetic resin layer molded to have the wood grain finish 51 after the application of a varnish/stain coating or layer 56′ and a clear coat or wear layer 58′. The layer 54 may be a natural wood layer with a varnish/stain layer 56 and a clear coat or wear layer 58 to provide the wood grain finish 51. The layers 53 and 53′ may be porous, fibrous layers including an adhesive and possibly a catalyst to bond the layers 52 and 54 together and the layers 52′ and 55′ together, respectively. The base layers 52 and 52′ may be made of a fiber-reinforced polymeric material such as sheet molding component (SMC). SMC is a ready-to-mold, glass-fibre reinforced polyester material often used in compression molding.

The cargo trim panel 50 or 50′ may be molded in a mold similar to the mold 95 of FIGS. 7-9 which has upper and lower mold halves 96. The inner surface of the lower mold half may be textured to provide the layer 54 or layer 54′ with a textured wood grain finish. Typically, after molding the coating layers 56 and 56′ are applied to the layers 54 and 54′, respectively, and then coating layers 58 and 58′, are applied to the layers 56 and 56′, respectively.

As described above, in this way the coverstock sheet may have either simulated wood grain finish or a natural or genuine wood grain finish.

As shown in FIG. 1, two of the seats 46 (typically in the last row of seats) include runners or rails 60 to protect the surface finishes 51 of the panels of the seats 46 when the backrests 48 are folded down is their storage positions to reconfigure the interior of the vehicle 10. In the fold-down positions of FIG. 1, the trim panels 50 or 50′ form a part of the load floor 14. Also, hingedly connected, close-out flaps 61 between the seats 46 and the cover 34 of the load floor 14 form parts of the load floor 14.

Still referring to FIG. 1, the system 10 includes a first pair of compression-molded, composite side cargo trim panels 62 and 64 and, preferably, a second pair of compression-molded, composite cargo trim panels 66 and 68 supported above the vehicle load floor 14 at opposite sides of the load floor 14 within the interior of the vehicle 10 to at least partially define the upper compartment of the cargo area. As shown in FIG. 4, each panel 62, 64, 66 or 68 includes a base layer 70 and a coverstock sheet including layers 72 and 71 bonded to the base layer 70 by the press molding as shown in FIGS. 7-9. Each coverstock sheet provides its respective trim panel 62, 64, 66 or 68 with a wood grain finish 67 in the upper compartment of the cargo area.

In the example of FIG. 4, the layer 70 may be a fiber-reinforced, polymer layer, the layer 71 may be a porous, fibrous layer and the layer 72 may be a natural wood layer. However, it is to be understood that the layers 70-72 may be the same or similar to the layers of the panel 50 or the panel 50′. After the press or compression molding as shown in FIGS. 7-9, a varnish or stain coating 74 is placed on the layer 72 and a clear wear coat layer 76 is applied over the layer 74 after the coating 74 has dried. A curved portion 78 of the panels 62, 64, 66 and 68 can be formed in the mold 95 of FIGS. 7-9. The mold 95 includes the upper and lower mold halves 96. An arrow 97 (FIG. 7) indicates the placing of the layers 70, 71 and 72 into the mold 95, while arrows 98 (FIG. 8) and arrows 99 (FIG. 9) indicate the closing and the opening, respectively, of the mold halves 96.

The system 12 may also include panels 80 also having wood grain finishes 82 at the rear of vehicle 10 to further contribute to the overall look and feel of the system 12.

Referring now to the FIGS. 11 and 12, a second embodiment of a compression-molded, sandwich-type composite panel, generally indicated at 110, is shown. FIG. 10 shows a stack of thermoplastic-based and cellulose-based sheets or layers of material prior to the stack being compression molded into the composite panel or component 110. The panel 110 forms a separate part of the vehicle. However, it is to be understood that one or more of such panels constructed in accordance with at least one embodiment of the present invention may be used in a wide variety of environments besides the automotive vehicle environment of FIG. 1. For example, the panel 110 may be a load-bearing vehicle component as shown or an interior trim component.

The panel 110 is typically manufactured via a thermo-compression process by providing the stack of material located or positioned within a low pressure, thermo-compression mold generally of the type shown in FIGS. 7-9 at reference number 95. As shown in FIG. 10, the stack includes first and second reinforced thermoplastic skins or outer layers 112 and 114, respectively, a cellulose-based core having a large number of cavities such as a paper or cardboard cellular core 116 disposed between and bonded to plys or films or sheets of hot-melt adhesive (i.e. thermoplastic adhesive) 118 and 120 which, in turn, are disposed between and bonded to the skins 112 and 114 by the press or compression molding. The sheets 118 and 120 may be bonded to their respective skins 112 and 114 prior to the press molding or are preferably bonded during the press molding. The thermoplastic of the sheets 118 and 120 is typically compatible with the thermoplastic of the skins 112 and 114 so that a strong bond is formed therebetween. One or more other resins may also be included within the adhesive of the sheets 118 and 120 to optimize the resulting adhesive system. The adhesive system is not a solvent-based adhesive system.

A substantially continuous covering or multi-layer sheet, generally indicated at 30 and substantially the same as the sheet 30 of the embodiment of FIG. 3, covers the first skin 112. The skins 112 and 114 and their respective sheets or film layers 118 and 120 (with the core 116 in between the layers 118 and 120) are heated typically outside of the mold (i.e. in an oven) to a softening temperature wherein the hot-melt adhesive becomes sticky or tacky. The mold is preferably a low-pressure, compression mold which performs a thermo-compression process on the stack of materials.

The step of applying the pressure compacts and reduces the thickness of the cellular core 116 and top and bottom surface portions of the cellular core 116 penetrate and extend into the film layers 118 and 120 without penetrating into and possibly encountering any fibers located at the outer surfaces of the skins 112 and 114 thereby weakening the resulting bond. Often times the fibers in the skins 112 and 114 are located on or at the surfaces of the skins as shown by skins 112′ and 112″ in FIGS. 9 and 10, respectively, wherein the fibers are substantially parallel and randomly oriented, respectively.

An optional bottom layer of the panel 110 comprises a decorative, noise-management, covering layer 124 bonded to the bottom surface of the panel 110 to provide sound insulation and an aesthetically pleasing appearance to the bottom of the panel 110 if and when the bottom of the panel 110 is exposed to a passenger of the vehicle or others. In other words, the covering layer 124 reduces the level of undesirable noise in a passenger compartment of the vehicle.

The cellulose-based, cellular core 116 may be a honeycomb core. In this example, the cellular core has an open-celled structure of the type made up of a tubular honeycomb, and it is made mainly of cellulose and preferably of paper or cardboard. The sticky or tacky hot-melt adhesive extends a small amount into the open cells during the thermo-compression process. It is also possible to use a cellular structure having closed cells, a material, such as a wooden part, to which the top and bottom film layers 118 and 120, respectively, are bonded.

Each of the skins 112 and 114 may be fiber reinforced. The thermoplastic of the sheets or film layers 118 and 120, the skins 112 and 114, and the covering layer 124 may be polypropylene. Alternatively, the thermoplastic may be polycarbonate, polyimide, acrylonitrile-butadiene-styrene as well as polyethylene, polyethylene terphthalate, polybutylene terphthalate, thermoplastic polyurethanes, polyacetal, polyphenyl sulphide, cyclo-olefin copolymers, thermotropic polyesters and blends thereof. At least one of the skins 112 or 114 may be woven skin, such as polypropylene skin. Each of the skins 112 and 114 may be reinforced with fibers, e.g., glass fibers, carbon fibers, aramid and/or natural fibers. At least one of the skins 112 and 114 can advantageously be made up of woven glass fiber fabric and of a thermoplastics material.

The resulting panel 110 may have a thickness in the range of 5 to 25 mm.

In one example method of making the panel 110, a stack of material may be pressed in the low pressure, cold-forming mold. The stack is made up of the first skin 112, the first film layer 118, the paper cellular core 116, the second film layer 120, the second skin 114, the multi-layer sheet 30, and the covering layer 124, and is pressed at a pressure lying in the range of 10×10⁵ Pa. to 30×10⁵ Pa. The first and second skins 112 and 114, and the first and second film layers 118 and 120 are preferably pre-heated to make them malleable and stretchable. Advantageously, in order to soften the first and second skins 112 and 114, and their respective film layers 118 and 120, respectively, heat is applied to a pre-assembly made up of at least the first skin 112, the first film layer 118, the paper cellular core 116, the second skin 114 and the second film layer 120 so that, while the panel 110 is being formed in the mold, the first and second skins 112 and 114 and the film layers 118 and 120 have a forming temperature lying approximately in the range of 160° C. to 200° C., and in this example, about 180° C.

The bottom layer 124 of the panel 110 may be made of a nonwoven scrim 124 of fine denier, spunbond thermoplastic (i.e., polypropylene and/or polyester or other thermoplastic compatible to the process) fibers in the form of a sheet and having a weight in a range of 8 to 100 gsm (i.e., grams per square meter). Preferably, the weight is in a range of 17 to 60 gms. Also, preferably, the denier is in a range of 1.8 to 2.2.

The scrim 124 has an open mesh of nonwoven synthetic thermoplastic fibers including a plurality of adjacent openings. The scrim 124 both transmits light to the underlying layer and reflects light while reducing the level of undesirable noise from a different area of the vehicle. The scrim 124 may be manufactured in a color which is substantially the same, complements or is in contrast with the color of the upper carpet 122. Also, the panel 110 including the underlying scrim layer 124 and the sheet 30 can be made in a single compression molding step.

While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention. 

What is claimed is:
 1. A cargo management system including a vehicle load floor and a pair of opposing cargo trim panels supported above the load floor at opposite sides of the load floor within the interior of the vehicle, the system comprising: a vehicle load floor to compartmentalize a cargo area into an upper compartment and a covered lower compartment, the load floor having a wood grain finish wherein the load floor includes a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers and having a large number of cavities and wherein the outer layers of the load floor are bonded to the core by press molding; and a pair of compression-molded, composite cargo trim panels supported above the vehicle load floor at opposite sides of the load floor within the interior of the vehicle to at least partially define the upper compartment of the cargo area, each panel including a base layer and a coverstock sheet bonded to the base layer by press molding, each coverstock sheet providing its respective trim panel with a wood grain finish in the upper compartment of the cargo area.
 2. The system as claimed in claim 1, wherein each coverstock sheet includes a natural wood layer.
 3. The system as claimed in claim 1, wherein the wood grain finish of each coverstock sheet is simulated.
 4. The system as claimed in claim 1, wherein each coverstock sheet has a textured, real-wood surface appearance.
 5. The system as claimed in claim 1, wherein each coverstock sheet includes a synthetic resin layer.
 6. The system as claimed in claim 1, wherein each coverstock sheet includes a simulated real-wood layer.
 7. The system as claimed in claim 1, wherein the base layer is a fiber-reinforced polymeric material.
 8. The system as claimed in claim 7, wherein the material is sheet molding compound (SMC).
 9. The system as claimed in claim 1, wherein each of the cargo trim panels includes a curved portion adjacent a lateral edge portion of the load floor.
 10. The system as claimed in claim 1, wherein at least one of the trim panels includes a handle so that the at least one trim panel is movable between open and closed positions.
 11. A cargo management system including a vehicle load floor and pairs of opposing cargo trim panels supported above the load floor at opposite sides of the load floor within the interior of the vehicle, the system comprising: a vehicle load floor to compartmentalize a cargo area into an upper compartment and a covered lower compartment, the load floor having a wood grain finish wherein the load floor includes a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers and having a large number of cavities and wherein the outer layers of the load floor are bonded to the core by press molding; and first and second pairs of compression-molded, composite cargo trim panels supported above the vehicle load floor at opposite sides of the load floor within the interior of the vehicle to at least partially define the upper compartment of the cargo area, each panel including a base layer and a coverstock sheet bonded to the base layer by press molding, each coverstock sheet providing its respective trim panel with a wood grain finish in the upper compartment of the cargo area.
 12. The system as claimed in claim 11, wherein each coverstock sheet includes a natural wood layer.
 13. The system as claimed in claim 11, wherein the wood grain finish of each coverstock sheet is simulated.
 14. The system as claimed in claim 11, wherein each coverstock sheet has a textured, real-wood surface appearance.
 15. The system as claimed in claim 11, wherein each coverstock sheet includes a synthetic resin layer.
 16. The system as claimed in claim 11, wherein each coverstock sheet includes a simulated real-wood layer.
 17. The system as claimed in claim 11, wherein the base layer is a fiber-reinforced polymeric material.
 18. The system as claimed in claim 17, wherein the material is sheet molding compound (SMC).
 19. The system as claimed in claim 11, wherein each of the cargo trim panels includes a curved portion adjacent a lateral edge portion of the load floor.
 20. The system as claimed in claim 11, wherein at least one of the trim panels includes a handle so that the at least one trim panel is movable between open and closed positions.
 21. A cargo management system including a vehicle load floor and a pair of opposing cargo trim panel supported above the load floor at opposite sides of the load floor within the interior of the vehicle, the system comprising: a vehicle load floor to compartmentalize a cargo area into an upper compartment and a covered lower compartment, the load floor having a wood grain finish wherein the load floor includes a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers and having a large number of cavities and wherein the outer layers are bonded to the core by press molding; a pair of compression-molded, composite cargo trim panels supported above the vehicle load floor at opposite sides of the load floor within the interior of the vehicle to at least partially define the upper compartment of the cargo area, each panel including a base layer and a coverstock sheet bonded to the base layer by press molding, each coverstock layer providing its respective trim panel with a wood grain finish in the upper compartment of the cargo area; and a cargo trim panel secured to a backrest of a seat of the vehicle, the trim panel secured to the backrest having a wood grain finish. 